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1

The current state and prospects for hydrogenisation of motor transport in Northwestern Europe and Poland

Gis Maciej, Gis Wojciech

Combustion Engines

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2022

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R. 61, nr 3

61--71

EN

The article presents the situation regarding the hydrogenisation of motor transport in Northwestern Europe, a region leading in this regard in Europe. The following countries were included in the analysis of national plans in this area, taking into account both technical issues - among others - concerning HRS and FCEV, their number, as well as economic issues (among other things relating to the costs of using hydrogen): Belgium, Denmark, France, Germany, the Netherlands, Norway and England. Reference was also made to the situation in Poland, where major fuel and energy companies (among others: Orlen, Lotos, PGNiG and ZE PAK Capital Group) are strongly interested in hydrogenisation of motor transport and manufacturers of vehicles - for example - Solaris or Autosan in producing vehicles equipped with fuel cells. Based on the analyses carried out at the Institute of Motor Transport, it was found that the good location of basic hydrogen refuelling stations is along the TEN-T corridors running across Poland. The order of their location is as follows: 1 - Poznan, 2 - Warsaw,3 - Bialystok, 4 - Szczecin, 5 - Łódź region, 6 - Tricity, 7 - Wroclaw, 8 - Katowice region, 9 - Kraków.

2

Ecological and functional aspects of operation of electric vehicles with fuel cell

Gis Wojciech

Journal of KONBiN

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2020

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Vol. 50, iss. 2

165--176

EN

Hydrogen can have great importance in seven areas of necessary changes in the transformation of the power system, including transport (especially motor transport), industrial processes, thermal and energy production in the construction industry and production processes. Hydrogen fuel cell electric vehicles (FCEVs) do not cause local air pollution because they have zero “tailpipe” emissions. Essential are ecological and functional aspects of operating vehicles equipped with fuel cells. However, noteworthy is also the development of the refilling infrastructure. The functionality of FCEVs to a considerable degree depends on the functionality of fuel cells.

PL

Wodór może mieć ogromne znaczenie w siedmiu obszarach niezbędnych zmian transformacji systemu elektroenergetycznego, w tym w transporcie (zwłaszcza w transporcie samochodowym), procesach przemysłowych, produkcji ciepła i energii w budownictwie oraz procesach produkcyjnych. Elektryczne pojazdy wodorowe z ogniwami paliwowymi (FCEV) nie powodują lokalnie zanieczyszczenia powietrza, ponieważ mają zerową emisję z „wydechu”. Istotnymi są ekologiczne i funkcjonalne aspekty eksploatacji pojazdów wyposażonych w ogniwa paliwowe. Jednak istotnym jest także rozwój infrastruktury ich tankowania. Funkcjonalność pojazdów (FCEV) w istotnym stopniu zależy od funkcjonalności ogniw paliwowych.

3

The development of the world fleet of electric vehicles in years 2010–2017 with emphasis on fuel-cell vehicles

Gis Wojciech, Menes Maciej

Journal of KONES

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2019

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Vol. 26, No. 4

63--68

EN

The article discusses the development of the world EV fleet in years 2010-2017. Estimates of fleet of plug-in hybrid electric vehicles (PHEV) and BEV in the world are presented. The total number of PHEVs registered in the world in 2016 was roughly 800 thousand (650 thousand in EU). Despite the fact that the sale of electric vehicles has increased considerably in recent years, in particular over 1.1 million in 2017, and also hybrid electric vehicles (PHEV) to approx. 760 thousand in 2017. The article also discusses the development of the electric vehicles market and annual new registrations of vehicles in a breakdown into respective countries. China is the definite leader in this area. In 2017 there were almost twice more BEVs registered in China than in the US and EU together. While the increase in the sale of BEVs in years 2016-2017 in the EU and the US accounted for approx. 50%, it came to over 90% in China. Among eight top worldwide BEV producers, there are four Chinese manufacturers. In the analysed 2017, there were slightly more than 7 thousand of hydrogen-fuelled passenger cars (FCEV) in use, with over 3,500 in the US, 2,300 in Japan and approx. 1,200 in Europe, and several hundred hydrogen-fuelled buses and several dozen hydrogen-fuelled trucks. The article also addresses the development of hydrogen refuelling stations (HRS) in recent years in different countries in the world, bearing in mind that the quantitative development of the hydrogen-fuelled car fleet is strongly associated with the number of hydrogen refuelling stations.

4

Comparative preliminary unit costs analysis of the operation of passenger cars with combustion engines and fuel cell vehicles powered by hydrogen

Gis Wojciech, Waśkiewicz Jerzy, Menes Maciej, Gis Maciej

Journal of KONES

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2019

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Vol. 26, No. 4

69--74

EN

The article presents political and legal aspects regarding the recommendation for the development of hydrogen technology in the economy and in transport. The development of electric cars with hydrogen-powered fuel cells, which took place in recent years in the world, has been outlined. The principles of calculation of average vehicle operating costs applicable in the transport economics are discussed. The estimated average unit operating costs of a statistical passenger car using conventional energy carriers, estimated in the studies of the Motor Transport Institute are quoted. The assumptions and results of the estimation of the average cost per 1 vehicle-kilometre of the electric passenger car’s mileage (BEV) have been presented, as well as the assumptions and results of the estimation of the average unit operating costs of a hydrogen powered passenger car (FCEV). The average unit costs of the mileage of these vehicles have been compared. The predictions regarding the future changes in the average prices of FCEV vehicles have been cited and the average unit costs of operating electric cars with fuel cells by the 2050 have been estimated. The project of administrative support for the development of low-emission transport in Poland was indicated.

5

An attempt to reduce the emission of spark-ignition engine with mixtures of bioethanol and gasoline as substitute fuels

Gis Wojciech, Gis Maciej, Wiśniowski Piotr, Bednarski Mateusz

Journal of KONES

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2019

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Vol. 26, No. 3

31--38

EN

Limiting emissions of harmful substances is a key task for vehicle manufacturers. Excessive emissions have a negative impact not only on the environment, but also on human life. A significant problem is the emission of nitrogen oxides as well as solid particles, in particular those up to a diameter of 2.5 microns. Carbon dioxide emissions are also a problem. Therefore, work is underway on the use of alternative fuels to power the vehicle engines. The importance of alternative fuels applies to spark ignition engines. The authors of the article have done simulation tests of the Renault K4M 1.6 16v traction engine for emissions for fuels with a volumetric concentration of bioethanol from 10 to 85 percent. The analysis was carried out for mixtures as substitute fuels – without doing any structural changes in the engine's crankshafts. Emission of carbon monoxide, carbon dioxide, hydrocarbons, oxygen at full throttle for selected rotational speeds as well as selected engine performance parameters such as maximum power, torque, hourly and unit fuel consumption were determined. On the basis of the simulation tests performed, the reasonableness of using the tested alternative fuels was determined on the example of the drive unit without affecting its constructions, in terms of e.g. issue. Maximum power, torque, and fuel consumption have also been examined and compared. Thus, the impact of alternative fuels will be determined not only in terms of emissions, but also in terms of impact on the parameters of the power unit.

6

The development status of electric (BEV) and hydrogen (FCEV) passenger cars park in the world and new research possibilities of these cars in real traffic conditions

Gis Wojciech, Merkisz Jerzy

Combustion Engines

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2019

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R. 58, nr 3

144--149

EN

Major markets across the European Union (EU) are concentrated on rapid development of electromobility. This policy is demonstrated - among others - by recent sales of electric cars: within the past 3 quarters of 2018 - 24.7 thousand electric cars have been registered in Germany, 20.3 thousand in France, 15.3 thousand in the Netherlands and 31.4 thousand in Norway. Unfortunately, only 867 EVs have been registered in Hungary, 469 in the Czech Republic, 468 in Romania, 411 in Poland and 348 in Slovenia. Unit energy consumption of electric cars was often defined in NEDC cycle. In real conditions of road traffic, it may differ from values recorded in a drive cycle. The article presents results of a study on energy consumption of electric cars in Poland along RDE (Real Driving Emissions) testing route in terms of vehicle energy consumption per drive unit (km, 100 km). The use of fuel cells in cars may bring a change in the type of used vehicles in the long run. Both globally and in the EU wide-ranging actions are undertaken to implement fuel cell technology. Also, the infrastructure of hydrogen filling stations is developed. At present the most rapidly developing country in this area is Japan. The article addresses the issue of energy consumption per drive unit by cars equipped with fuel cells as both type of vehicles, i.e. EV and FCV use electric motors. The article also discusses infrastructure development in the EU and Poland, charging and fuelling of the said vehicles, respectively.

7

The comparison of harmful substances emission from flex-fuel vehicle during NEDC and WLTC test cycles

Kruczyński Stanisław, Gis Wojciech, Zin Dariusz

Combustion Engines

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2019

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R. 58, nr 4

156--159

EN

The beginning of this article describes the NEDC and WLTC test cycles and basic differences between them. The following presents, the test stand and test objects, which were bioethanol fuels E10, E40 and E85. At the end were presented and discussed results of tests of these fuels in the flex-fuel vehicle in NEDC and WLTC test cycles.

8

Experts forecasts on the demand for energy carriers in motor vehicle transport in Poland up to year 2035

Gis Wojciech, Waśkiewicz Jerzy, Menes Maciej

Combustion Engines

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2019

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R. 58, nr 3

162--165

EN

Presentation of the number of passenger cars, vehicles other than passenger cars with GVM up to 3.5 tons and above 3.5 tons (trucks, buses and special vehicles), registered in Poland as at the end of 2015, with types of energy carriers. Forecasts of transport performance of the vehicle fleet and the forecast of the fleet volume in Poland by year 2035. Expert forecasts of energy carriers consumption (petrol, diesel oil, LPG, CNG, electric power, hydrogen) up to year 2035.

9

Determining the route for the purpose light vehicles testing in Real Driving Emissions (RDE) test

Gis Wojciech, Pielecha Jacek, Merkisz Jerzy, Kruczyński Stanisław, Gis Maciej

Combustion Engines

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2019

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R. 58, nr 3

61--66

EN

In the regulations concerning approval of light vehicles starting from September 2019 it will be necessary to conduct exhaust emissions tests both on a chassis dynamometer and for real driving emissions. It is a legislative requirement set forth in EU regulations for the purpose of the RDE (Real Driving Emissions) procedure. To decide on the RDE route for the purpose of the LV exhaust emissions tests many requirements must be fulfilled, regarding for example external temperature and the topographic height of the tests, driving style (driving dynamic parameters), trip duration, length of respective test sections (urban, rural, motorway, etc.). The works on outlining RDE routes are continued across the country in various research centres. Specifying the RDE route for test purposes, i.e. works in which the authors of this article are actively involved, has become a major challenge for future approval surveys concerning the assessment of hazardous emissions from light vehicles and for development studies focusing on - for example - the consumption of energy in electric and hybrid vehicles. The test route has been chosen to ensure that the test is performed on a continual basis. Data were recorded on a constant basis with the minimum duration of the test achieved. The test involved light vehicles and PEMS device for measuring the exhaust emissions, vehicle’s speed, completed route, etc. The device was installed in such manner as to ensure that its impact on the exhaust emissions from the tested vehicle and on the device’s operation is the least. The vehicle load was consistent with the requirements of the standard and included the aforesaid measurement device, the driver and the operator of PEMS. The tests were carried out on working days. The streets and roads used for the tests were hard-surfaced. Measurements were performed in accordance with the requirements of RDE packages (Package 1-4), i.e. taking into account - among others - the engine cold start. The article discusses the method of outlining the test route fulfilling the specific requirements for RDE testing. Chosen results of exhaust emissions from a passenger car with a spark-ignition engine along the defined RDE test route have been provided. The tests discussed in the article are introductory in the area of RDE tests and provide an introduction into further studies of exhaust emissions and energy consumption in real driving conditions in conventional vehicles and vehicles with alternative engines, e.g. hybrid and electric vehicles.

10

Comparative tests of a passenger car with compression ignition engine on chassis dynamometer during NEDC and WLTC tests and during RDE road test

Gis Wojciech, Gis Maciej, Wiśniowski Piotr, Bednarski Mateusz

Combustion Engines

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2019

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R. 58, nr 3

228--234

EN

Air pollution is a challenge for municipal authorities. Increased emission of PM10 and PM2.5 particles is particularly noticeable in Poland primarily the autumn and winter period. That is due to the start of the heating season. According to the above data, road transport accounted for approximately 5% of the creation of PM10 particles, ca. 7% of PM2.5 and approximately 32% for NOx. In Poland, suspended particles (PM10 and PM2.5) cause deaths of as many as 45,000 people a year. The issue of smog also affects other European cities. Therefore, it is necessary to undertake concrete efforts in order to reduce vehicle exhaust emissions as much as possible. It is therefore justifiable to reduce the emission of exhaust pollution, particularly NOx, PM, PN by conventional passenger cars powered by compression ignition engines. Emissions by these passenger cars have been reduced systematically. Comparative tests of the above emission of exhaust pollution were conducted on chassis dynamometer of such passenger car in NEDC cycle and in the new WLTC cycle in order to verify the level of emissions from this type of passenger car. Measurements of fuel consumption by that car were also taken. Emission of exhaust pollution and fuel consumption of the this car were also taken in the RDE road test.

11

Elektromobilność i wodoryzacja transportu samochodowego w Polsce

Gis Wojciech, Menes Edward, Waśkiewicz Jerzy

Systemy Logistyczne Wojsk

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2016

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Vol. 44, no. 1

83–-94

PL

W artykule zaprezentowano wyzwania ekologiczne generowane przez rozwój motoryzacji. Opisano elektryfikację i wodoryzację transportu samochodowego, jako jeden z celów unijnej "Białej Księgi" dotyczącej transportu. Przedstawiono działania w tym zakresie na świecie i w Polsce na podstawie badań i analiz prowadzonych w ramach projektów europejskich eMAP i HIT-2-Corridors.

EN

he article presents the environmental challenges generated by the development of the automotive industry. The electrification and hydrogenization of road transport has been described as one of the goals of the EU "White Paper" on transport. The activities in this field in the world and in Poland on the basis of studies and analyzes carried out in the framework of European projects eMAP and HIT-2-Corridors.